The enemy is air turbulence: New rubber lips on the side aprons leave only ten centimetres of clearance to the road, the mudguard mountings on the front axle narrow the gap to the tyres. Tuning on all curves and roundings: Even smallest gaps are now sealed with gaskets. Especially the big gap which enables the cabines flexibility towards the fixed parts at the front. that when operating predominantly under partial load (i.e. nearly all the time), the more moderate torque is used. But there is no denying it, where there is smoke, in the end there is fire, which means fuel is being unnecessarily consumed. And that is exactly what inhibits this two-torque-curve philosophy. These days, the computer knows best how the engine can practically always run in its sweet spot. But don’t worry, this does not turn the turbo compound into a lame duck. On the contrary, this makes it incredibly fast – and economical. There is a whole range of other factors that mainly affect the rules by which Volvo’s GPS cruise control I-See operates. Amazingly, the FH is now able to operate at speeds as low as 40 km/h instead of 60 km/h in the past. At these speeds, you are more likely to drive with the accelerator pedal than with the cruise control set. However, the trick is, I-See analyses what is happening on the road ahead, even in accelerator mode, whether there is a slight uphill or downhill gradient, and regulates the accelerator characteristics accordingly. Again, the whole process happens so smoothly that the driver doesn’t even notice it and thus the system protects itself against unruly acceleration that just leads to unnecessary fuel consumption. Now the Volvo driving test has also long understood that a “pulse and glide” driving style – can save up to two per cent diesel on the flat. At first I didn‘t even notice what was happening on our rolling route between Ingolstadt South and Langenbruck. The good point is that the “pulse and glide” is set very gently at +/- 2 km/h relative to the set speed. But it manages it – just like the MAN and the Scania, by the way. If ACC (adaptive cruise control) is engaged, the computer also takes into account the distance to the vehicle in front. Although, as we have recently proven, the vehicle in front doesn’t play a major role here and nor does the driver behind notice anything of these ups and downs in driving speed behaviour. The setting options of I-See are also new and have been greatly simplified. The one- to three-star driving programs no longer exist, only the overshoot can still be freely selected and the driving program regulates the range of the undershoot. By the way, the standard program is now called “Balanced” – and that is exactly how it drives – in Two turbos are better than one, especially if the second one (left) acts directly on the crankshaft via a gear train and freewheeling. Volvo has perfected this turbo compound principle. The electrically boosted and adjustable Dynamic Steering can be set to suit a wide range of individual preferences, which takes some getting used to and a lot of trial and error.
Measured Values: Volvo FH 500 I-Save Comparison: Scania Super 500 Comparison: MB Actros 1851 Stream Space ©Transport Volvo’s turbo compound and Scania’s new six-cylinder are virtually neck-andneck on the Transport test route – with marginal advantages for the Volvo. It is very fast, especially going uphill, and yet remains economical – with comparatively low AdBlue consumption. In June, we will test the revised 1851 Mercedes Actros on the route. Things remain exciting in the diesel segment, although the heavy e-trucks are catching up significantly in terms of development. Mileage: 12,400 km Test weight: 38,420 kg Trailer: TP test trailer IV, Krone Weather: 6-14°C, dry Wind: 14 km/h from NW Rpm at 84 km/h: 1,020/min Axle ratio: 2.31 Highest gear (12): 1.0 GPS cruise control: I-See, I-Roll with Pulse & Glide, Economy, Dip +2 km/h Mileage: 47,000 km Test weight: 38,440 kg Trailer: TP test trailer IV, Krone Weather: 10-14°C, dry Wind: 9 km/h from ESE Rpm at 84 km/h: 1,050/min Axle ratio: 2.35 Highest gear (14): 0.78 GPS cruise control: Active Prediction; Eco-Roll with Pulse & Glide, Economy, Dip +1 km/h Mileage: 12,000 km Test weight: 38,975 kg Trailer: TP test trailer IV, Krone Weather: 21°C, mainly dry Wind: 8 km/h from W Rpm at 84 km/h: 1,090/min Axle ratio: 2.41 Highest gear (14): 1.0 GPS cruise control: PPC Interurban, Eco-Roll, Economy, Dip +1 km/h Route (part of route) Consumption [l/100 km] Average Speed [km/h] Consumption [l/100 km] Average Speed [km/h] Consuption [l/100 km] Average Speed [km/h] AB (52 %) Southern Route A9 1) 23,3 83,7 23,6 83,6 25,3 83,4 AB (52 %) Northern Route A9 2) 22,2 84,9 21,9 84,6 24,5 (23,2) 5) 85 (82,5) Rolling time Northern Route % of measured route 15 min 24 s 36 % 10 min 06 s 23 % 10 min 21 s (10 min 49 s) 24 % (24 %) Flat rolling on route 3) 18,9 84,9 17,8 84,6 19,2 83,7 Autobahn total 22,8 84,2 22,9 84,1 24,9 (24,4) 84,1 (83,0) Flat rural roads (14 %) 23,5 60,0 24,8 58,8 24,4 58,0 Difficult rural roads (24 %) 35,2 57,3 35,2 55,6 38,6 55,1 Rural roads total 30,9 58,3 31,3 56,7 33,4 56,1 Total route 25,6 73,0 25,8 72,0 27,8 (27,5) 71,7 (71,2) Consumption of AdBlue 5,5 % of diesel consumption 11,0 % of diesel consumption 4,8 % of diesel consumption Fahrleistungen Testhill A (rural road, near Pfahldorf, 9 %) Kindinger Berg 4) (4,5 km) Noise level in cab Average speed: 45,8 km/h Lowest speed: 39 km/h in gear 8 of 12 Average speed: 84,4 km/h Absolute consumption (4,5 km): 3,98 l Lowest speed: 75,0 km/h Shifting sequence: 12-11 Driving program: Performance 57 dB(A) at 85 km/h 12th gear 57 dB(A) at 65 km/h 11th gear Average speed: 44,3 km/h Lowest speed: 37 km/h in gear 8 of 12 (+OD+CR) Average speed: 83,5 km/h Absolute consumption (4,5 km): 3,70 l Lowest speed: 75,0 km/h Shifting sequence: OD-12-11-12 Driving program: Standard 62 dB(A) at 85 km/h 13th gear 60 dB(A) at 65 km/h 13th gear Average speed: 44,3 km/h Lowest speed: 32 km/h in gear 8 of 12 Average speed: 76,4 km/h Absolute consumption (4,5 km): 3,85 l Lowest speed: 72,0 km/h Shifting sequence: 12-11-12 Driving program: Efficiency+ 63 dB(A) at 85 km/h 12th gear 61 dB(A) at 65 km/h 11th gear 1) All: Motorway A9, AS Eichstätt/Altmühltal to Langenbruck (due to road works) and back. 2) Motorway A9, AS Eichstätt/Altmühltal to AS Allersberg and back, with 1851 Economy normal 3) Part of southern route, A9, Ingolstadt South to Langenbruck and back. 4) Part of southern route, A9 Eichstätt Altmühltal km 430.5 to 435.0 5) Values in brackets: Motorway driving in “Economy+” instead of “Economy” HEIGHT PROFILE OF THE Distance: 93,1 km Difference in height: 1.100 m, -972 m Max. Slope: 10,6 %, -10,3 % Average Slope: 1,9 %, -1,7 % 525 m NORTHERN ROUTE 500 m 475 m 450 m 425 m 400 m 375 m Allersberg Eichstätt Altmühltal Kindinger Berg Denkendorf SOUTHERN ROUTE TEST ROUTE Ingolstadt Nord Flat rolling Dreieck Holledau Schweitenkirchen Start 7,5 km 15 km 22,5 km 30 km 37,5 km 45 km 52,5 km 60 km 67,5 km 75 km 82,5 km 93,1 km